|Publication number||US7689395 B2|
|Application number||US 10/988,419|
|Publication date||Mar 30, 2010|
|Filing date||Nov 12, 2004|
|Priority date||May 14, 2002|
|Also published as||CN1653322A, CN100549652C, EP1506386A2, US20050120783, WO2003095966A2, WO2003095966A3|
|Publication number||10988419, 988419, US 7689395 B2, US 7689395B2, US-B2-7689395, US7689395 B2, US7689395B2|
|Original Assignee||Faycal Namoun|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (19), Classifications (6), Legal Events (1)|
|External Links: USPTO, USPTO Assignment, Espacenet|
This application is a continuation-in-part application of pending PCT International Application PCT/IB03/02372 which was filed in the U.S. Receiving Office designating the United States on May 14, 2003, and published on Nov. 20, 2003 as WO 03/095966 A2. PCT International Application PCT/IB03/02372 claims the benefit of U.S. Provisional Application No. 60/380,401, filed May 14, 2002. The disclosure of the above applications is incorporated herein by reference.
The present invention relates to a vehicle test simulator, and more particularly to a flat road simulator for a land vehicle.
Heretofore, methods for simulating an effective road profile in the testing of an automotive vehicle typically relied on a spindle-coupled road simulator. Spindle-coupled road simulators typically define a flat surface road plane in a multiple coordinate reference system to represent an effective road profile. These simulators often couple shakers and vertical actuators directly to the spindle of the vehicle. The spindle is excited over a predetermined range of motion to simulate the road. As spindle coupled actuators neglect the effects of tire loading on vehicle dynamics, they often are not effective in the simulation of certain driving conditions.
Another commonly used vehicle test apparatus includes an articulated running flat belt platform moveable so as to contact the tire, the flat tire contact plane defines a coordinate reference system to represent the effective road profile. It is known to apply actuating forces in a vertical direction to simulate road conditions. The use of these vertical forces does not, however, completely simulate extreme driving conditions.
While the above recited systems represent a significant advance in the vehicle simulation art, further advances are needed to overcome the above described problems.
A 6-axis road simulator test system is disclosed which allows for dynamic simulation of vehicles on road surfaces in a controlled environment for development or production testing conditions. The system turns the vehicle wheels, or provides resistance to turning of the wheels while subjecting each of the vehicle wheels in up to 6-Axis of displacement, based on road profile simulation or user.
Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:
The following description of the preferred embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. With general reference to
These simulations are accomplished by the use of four individually controlled actuators (one per tire as needed). Each actuator is configured to use individual closed loop controls to vary the vehicle tire speed, and displacement of the tires with 6-axis of displacement. If desired, a single or pair of road simulators can be used to test vehicle sub-assemblies such as tires, wheels, an individual axle, suspension assembly, or a complete vehicle.
All displacement and speed drives are integrated into the actuators. The input signal simulating the road can be computer generated or can be taken from acceleration data from inside an exemplary vehicle traveling down the test road. Examples of this data include data from the vehicle interior, suspension data, tire data, etc. Any of the above input data is mathematically correlated to an actual road profile.
Each of the individual actuators has an associated water cooled drive motor 52 for quiet operation that is coupled to a drive shaft by a flexible coupling 54. The flexible coupling 54 is preferably an extensible constant velocity joint that allows the motor 52 to be mounted to the base 56 of the system, while the actuator is suspended on a support member. Additionally, each actuator has a driven belt 58 for either driving or resisting the rotation of the vehicle's tires. The driven belt 59 (as detailed herein) is supported by two to four drums 60 and a bearing 62 disposed immediately below the belt 58 wheel interface. The bearing is optionally hydrostatic and can be a high pressure air-bearing (25 to 30 bar). The drums and belt can be steel or some other material such as a reinforced polymer.
The controller 61 utilizes sensors to measure the speed of the driven belt and/or the vehicles wheel. In measuring the rotational velocity of the wheel or the belt, it is envisioned that sensors such as magnetorestrictive, optical, magnetic, and capacity sensors can be used. Additionally, where available, the system can utilize data from the test vehicle's anti-lock braking system or traction control system to measure wheel velocity. The driving roller additionally integrates torque and speed measurement.
Each road simulator actuator 50 has a carrying capacity of over 50 kg. In the case of a vehicle passenger car or trucks an road simulator actuator can have a carrying capacity of over 1500 KG. In addition to being able to provide greater than +/−50 mm displacement along the X, Y, and Z axis, each actuator is capable of providing angular displacement (RX, RY, and RZ axis) of greater than six degrees. As best seen in
In the case of a vehicle passenger car or trucks an road simulator actuator belt is a 400 mm wide steel or reinforced polymer belt, which is capable of imparting a traction force of up to about 7000 N on a vehicle's wheel, and is capable of simulating road speeds of up to about 250 KPH. Software incorporated into the controller allows for programming of the tire centerline anywhere along the length of each corner unit, and above the corner unit.
The vibration actuator 100 and has an associated water cooled drive motor 102 for quiet operation, which is coupled to a drive shaft by a constant velocity coupling 104. The constant velocity coupling 104, allows the motor 102 to be mounted to the base 106 of the system, while an actuator head 108 is suspended on a support member or arm 110. Each actuator head 108 has a driven belt 112 for either driving or resisting the rotation of the vehicle's tires. The driven belt 112 is supported by a pair of drums 114 and a bearing 116, which is optionally a hydrodynamic bearing. The bearing 116 is disposed immediately below the belt wheel interface. Optionally, the bearing 116 may be a high pressure bearing (e.g. from about 25 to 30 bars). The system is configured to measure force in the X, Y and Z-axis on the rolling belt. The driving roller optionally integrates torque and speed measurement.
As best seen in
An optional seventh actuator 118 g is a hydraulic cylinder located between the air bearing 116 and the actuator head 108. Actuator 118 g is positioned within a guide to allow only Z-axis displacement. The additional cylinder 118 g is configured to provide high frequency displacement (vibration simulation from 50 Hz to 150 Hz) with small stroke (about +/−5 mm) directly to the driven belt, and thus the test vehicle tire, without needing to displace the whole actuator head 108. For vibrations of less than 50 Hz, the main Z-axis actuators 118 a-c are used. The actuators are coupled to the actuator head 108 by hydrostatic ball-joints which do not create vibration noise at high frequency motion. The relative rotation allowed by these ball-joints is about 20° in any direction.
The actuators 118 a-f are generally configured to move an actuator head 108 having a mass of greater than about 250 Kg. Actuators 188 d-f are configured to apply X & Y axis dynamic forces of greater than 35 kN, while the actuator 118 a-c are configured to apply dynamic forces of greater than 70 kN. Actuators 118 d-f are configured to apply X & Y axis displacements of greater than +/−50 mm, while the actuator 118 a-c are configured to displacements of from about +/−50 mm to +/−150 mm. The actuator 100 provides angular displacements Rx, Ry, and Rz of greater than +/−6 Deg using multiple off axis actuators. Additionally, the actuator provides X & Y axis accelerations of +/−150 m/s2 and Z axis acceleration of +/−350 m/s2 and a maximum motion frequency from 50 Hz to 100 Hz.
As best seen in
The actuator head 108 additionally as a platen surface 130 that functions to slidably support the rotating belt. The platen surface 130 functions as the dynamic input surface for the whole vehicle road simulator. Disposed within this surface 130 is an aperture 132 which holds the bearing 116 which preferably a porous type bearing surface and a guide for the optional Z-axis actuator 118 g.
The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.
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|International Classification||G01M17/007, G06G7/48, G01L3/26|